Apparatus for operating railway switches and signals



(No Model.) M 4 Sheets-Sheet 1.

A. G. OUMMINGS. APPARATUS FOR OPERATING RAILWAY SWITUHES AND SIGNALS.

Patented Fem '1883.

' WITNESSES. %m0

INVENTOR.

4 Sheets-Sheet 2.

(N0 Model.)

A. 'G. CUMMINGS". APPARATUS PoR OPERATING RAILWAY SWITUHES AND SIGNALS;

Patented Febr6, 1883.

N- PEIERS. nupumo a m, Waihlngion. no.

(No Model.) 4 Sheew-Sheen 3.

A. G. CUMMINGS. APPARATUS FOR OPERATING RAILWAY SWITCHES AND SIGNALS N Patented Feb. 6, 1883.

WITNESSES;

INVENTOR N. men WW vimunm mg 4 Sheets-Sheet. 4.

(No Model.)

A. G. CUMMINGS. APPARATUS FOR OPERATING RAILWAY SWITCHES AND SIGNALS. No 271,808.

' Patented Feb. 6, 1883.

INVENTOR.

W Mm

WITNESSES N. PEYt Rs. Pmwuuu w, washinginn l) c.

UNITED STATES" PATENT OFFICE.

ALBERT G. CUMMINGS, OF HARRISBURG, ASSIGNOR TO THE PENNSYLVANIA STEEL COMPANY, OF STEELTON, PENNSYLVANIA.

APPARATUSjFOR OPERATING RAILWAY SWITCHES AN'D SIGNALS.

SPECIFICATION forming part of Letters Patent No. 271,808, dated February 6, 1833. Application filed August 30, 1882. (No model.)

vT 0 all whom it may concern:

BeitknownthatI,ALBERT(}.OUMMINGs of Harrisburg, inthe county of Dauphin and State of Pennsylvania, have invented certain new. and useful Improvements in Apparatus for Operating Railway Switches and Signals, of which improvements the "following is a specification, reference being made to the accompanying drawings, which form part hereof, and in which- Figure l is a general plan View of a track, two switches, and a target-signal, showing the application thereto of myimprovements in the apparatus for operating and controlling the switches and the signal. Fig. 2 is a transverse section on the line a u of Fig. l. The other figures relate to the details of my improvements, and will be respectively explained in the further course of this specification.

It is the general object of my invention to operate a systemof switches, facing-point looks, with safety bars and signals, from a distance by means of levers (located at a convenient central point) which shall notonly operate the switches immediately under their control, but at the same time may, control other switchescomprised within the system which they do not 0perate,-but which are operated by hand; and to these ends my invention consists in the combinations and improved construction of parts hereinafter described.

ii In Fig. 1 I have shown the girt D, supportinga series of bell-cranks, A in the usual lIittll1l6I',Wlih connections a a a a leading to the switch. The girt is preferably constructed as show-n and described in Letters Patent No. 226,499, issued to my assignee, The Pennsylvania Steel Company, under date of April 13,

The first feature of my present improvements relates tot-he construction of the frame which supports and carries the bell-cranks and in the accompanying drawings, Fig. 3 is a side.

elevation, Fig. 4is a plan view, and Fig. 5 an end elevation, of my improved frame, the object of which is to economize the space occupied and to facilitate the removal or replacement of the bell-cranks, at the same time providing for any extension of the series 0t" supports that may he required. This frame rests upon asuitable foundation of wood-work,

as indicated at A in Fig. 2, and is secured upon this foundation so as to rest firmly thereon. The frame is made up of sections, each section consistingot', first, a short flattop plate, I 7

'jections and secured by tie-bolts. The projection 0 of the bottom plate also affords a broad base, through which the frame can be secured by additional bolts to the foundation. (See Fig. 5.) The outer surfaces of the frame thus made up being flat, its upper surface is not in theway, and its lower surface is afforded a firm level support. The interior of the'frame being recessed as shown and described, affords adequate space for two tiers of bell-cranks within the smallest practicable compass. -The distance-pieces, being at one end of the frame, do not obstruct the movement of the bellcranks or connection-rods, and their opposite ends are also thusleft free to be connected with another similar sectional frame, as shown by dotted lines, Figs. 3 and 4, extending the series of pivots as far as required and the entirearrangement of parts is such as to permit ready access to any one or all of the bell-cranks for I rem-oval or'replacement. It will he observed in Fig. 3 that the top plate, c of the dot-ted frame-section is longer than the top plate, c 90 of the first section by so much as is necessary to afford the requisite overlappingfor securing the two sections together, as seen at B, Fig. 1; but with this exception the succeeding sections will all bethe same as the first oneabove described, and specially shownin thedrawin gs. The second feature of my improvements relates to the construction ofthe j aws or couplings by means of which the pipe-connections between the'bellrcranks are made, and this improvement is shown in section and in plan in Figs. 6 and 7, respectively, of the accompany- Ice tom of the jawis cored out to provide clearance forthe end of the tap with which another portion ot'the interior is threaded to" receive the screwed part of the connection pipe or rod, and from this threaded portion outward theinterior ot' the shankis counterbored to fit the plain exterior of the pipe or rod. Suitable bosses, 6, near the end of the shank, are provided with holes coinciding with holes in the sides of the jaw and through the connection pipe, and through all of these holes a rivet is driven, (the holes through the connection-pipe being punched after the pipe is screwed home in the jaw,) the object of this riveting being to prevent the pipe from unscrewing. The counterbored end of thejaw, fitting snugly upon the outer surface of the connection pipe or rod 0, staysit firmly against lateral strains, which, in the absence of such support, would frequently break the pipe at the eiidof the threaded part, and by giving the connection this form the continuous sides of the counter-bored jaw co-operate with the threaded portions of the jaw and the pipe or rod connection and the rivet-fastening to make a strong, light, and

solid coupling, well braced against lateral and torsional strains.

The third feature of my present improvements relates to the construction of the bellcranks themselves. Heretofore they have been made in the ordinary form-thatis, with arectangular extension of the armsand have nec, essarily been heavy in order to give them the requisite strength to sustain the transverse strains through their axes. The expense ofthis excessive weight of metal is so serious that efforts have been made to reduce it without diminishing the strength too much by making these bell-cranks of malleable casting and annealing them; but this has not been satisfactoril y efl'ected by reason of the impossibility of properly annealing such a thickness of metal as was still necessary. It is the object of this branch of my improvements to make these bell-cranks ofless weight than heretofore without sacrificing their strength; and to this end my improvement consists in giving the bellcrank the torm shown in the accompanying drawings, of which Fig. 8 is a plan view and Fig. 9 an edge view. As thus shown. my improved bell-crank consists of a bar, D curved on an arc, E, at that part where the strains are applied, and having its axis F in a project ing ing or boss outside of this arc, so that the strains are transmitted directly from one end of the bar I) to the other withoutpassing through the axis F. A series of holes, ff, are provided in each end of the bell-crank, the centers ofi these holes being in lines at right angles to each other, and the axis of the bell-crank heing located at the intersection of these lines.

1 core out the central part of the bar D, as

shown in Figs. 8 and 9, in order to reduce the thickness of the metal at this part of the bar and around the holes f, and by reason of such reduction this bell-crank can be made of malleable-iron casting, and can be thoroughly annealed.

The object of the next feature of my invention is to secure the switch in position after it has been thrown; and this improvement consists iii a lock-bolthonsing, of which Fig. 10 is a side elevation with the switch-rod J shown in cross-section; and Fig. 11, an end elevation, the switch-rod being shown in side elevation. The housing I is a strong casting of the form shown, having a base-plate, *5, through which it is to be secured to the track, a hollow shank, 2', through which theswitch-bolt it passes, and a strongjaw, 6 which incloses the switch-rod J, and through the lip i of thisjaw there is a hole coinciding with the hollow shank ii. The points 'of the switch are connected by the bar J, on which there isa projecting rib, h,with holes h? throughit to correspond and at the different positions of the switch to respectively coincide with the openings in the housing, so that the switchv-bolth' can pass with the movements of the safety-bar through the rib h and into and out of the lip i thus locking or unlocking the switch-bar, as desired. The arrangement of these parts will beseen and their operation understood upon reference to Fig. 1.

It is the nextobject of my improvements to prevent the lock-bolt from being withdrawn from the switch-bar and the switch moved before the train has passed entirely beyond the switch; .and to this end my invention further consists in devices by means of which the lockbolt and housing are combined with the safetybar, so that the bolt and the bar cannot be moved independently of each other. My devices for this purpose are shown in Figs. 12 14, and13 1 5 ot'the accompanying drawings, Fig. 12 being a side elevation of the swinging arm and supporting-bracket which support and force the safety-bar in the direction in which it is moved by the lever, the. rail and safety-bar beingshown in cross-section and in their relative position at the center of the movement. Fig. 14. is a plan view of the same parts, showing the lateral brace used in connection with the swinging forcing-arm. Fig. 13 is a side elevation ofone ot' the swinging arms and supporting-brackets which support (but do not force) the safety-bar in its movements and positions, the rail andsafety-bar being shown in cross-section and in their relative positions at the extremity of the movement; and Fig. 15 is a plan view of the same parts shown in Fig. 13.

The bracket which supports the swinging forcing-arm is composed of three thin bars of 12 5 steel, m, n, and o, the outer one, m, being bolted by one of its ends to the outside of the rail, and being carried down under the rail and bent into a loop at its free end, which is also doubled over upon itself. The middle bar, it, is flat and bent into a triangular form, both of its ends being turned up so as to fit the web of the rail, and being bolted to the rail on the inside. The, inner bar, 0, is bolted the connection-rod a, (see Fig. 1,) so that by by one of its endsto the insideof the rail, and I is carried down over the flange of the rail and over the middle bar, a, parallel with the outer bar, m, and is also bent into a loop, so that its free end is parallel with the free end of the bar 'm. These three pla es are fastened to-. gether by bolts ip with a liner, q, Fig. 13,interposed in the usual manner. The bracket is depressed below the rail at its'lower side, and stands away from the rail at its free end.

The swinging forcing-arm K is made of steel andofthe form shown, its forked inner ends being pivoted between the bracket-bars mand. 0 upon a strong shaft, while its outer end is enlarged so as to receive a strong bolt, 1", which secures the safety-bar U in its position upon the arm, yet leaves the safety-bar free to turn on thebolt. It will be seen in. Fig. 14: that this bracket is well braced against the rail through the ends of the bar a, and well secured to the rail through the ends of its plates or bars in and 0, so that the swinging arm is adequately supported against the strains to which it is subjected, and in turn atfords adequate support to thesw-inging arm K, which carries one end ofthe safety-bar U. Arigidlyattached link, V, connects the shaft k with the movement of the bell-"crank the swinging arm is correspondingly moved inward or outward. and forces the safety-bar toward or away from the adjacent rail of the track, according to the extent of movement given to the bell-crank. Theother swinging arms and supporting-brackets of the safety-bar, 2 3 4 5, Fig. are made, as shown in Figs. 13 and 15, in the same manner as the one above described, exceptthat the middle platen, is omitted, since these arms only support the bar, (without forcing it, as the first one does,') and therefore do not require the points of resistance ali'ordedby the plate a in the first in stan'ce, an d the arm 1w, Fig. 15, suffices for turning the arm andcarrying the safety-bar contormably with the movement imparted-to the safetybar through the forcing arm, as above described. In either form ofthis devicethe pivots or shafts t should allibe equidistant from the rail, so that in its longitudinal movement the safety-bar shall first approach the adjacent rail, and then diverge from it after approaching so near the rail that the flange of a wheel interposed between it and-therail would prevent the further movementof the safety-bar. a

it has already been stated that the inner or lower ends of l he brarkets are depressed below the rail, andthe upper ends, carrying the piv ots or shafts 7c and t, are inclined away from the top of the rail. It follows from this that the vibrating ends ofthe swinging arms, carryingthesafety-bar,in making their movements, rise as they approach the rail, and descend as they recede from the rail. By this depression of the brackets, also, I am enabled to keep their inner ends and the pivots or shafts k t below the top of the rail and out of danger from anything depending from a passing train. By

reason of the inclination given to the upper endsof the brackets, if the safety-bar'is moved while a train is passing, and the bar has approached the rail just in time for a wheel to strike it, the inclination of the bar being away .from the rail, the wheel will not mount the bar, but will tend, by reason of this construction ofthebrackets, to push the bar away from the rail without injury, and the weight of the bar and the arms also tends to keep the bar at the proper distance from the rail when it is not being moved.'

It is the object of the next feature of my improvements to he vethe position of the switch indicated by an automatic signal; and to this end my invention further consists 'in combin-' ing with the switch a target operated by the above-described movements of the switch and safety-bar, my improved device for this purpose being represented in the accompanying drawings, in which Fig. 1d is'a plan view,and Fig. 17 a side elevationi'ot' the connections through which the target-signal is operated, a portion being broken away to show the shaft within the bearing-box in which it is supported.

()n the outside of the traek,andopposite to the forward end of the safety-bar U, I secure to one ofthe ties or upon other suitable foundation a bracket, X, at right angles to the track. In'the forward end of this bracket I provide a bearing-box, I through which I pass vertical shaft, Y, the lower end of which projects below the bracket, while the upper end of this shaft carries a targetsignaland a lampcase. Upon the shaft Y, I also provide a'col lar, a which supports it upon the upper surface of the bracket and steadies it in its position and movements. Upon the lower projecting end of the shalt Y, I suspend, tinderneath the bracket X, a yoke, 00, Figs.l6, 17, the weight ot'which is borne by the collar 1 and I connect the arms of this yoke by abar, :0, upon which bar I fit a sliding box, a2", having drawn through the center of the shaft Y and the sliding box 50 will be at angle of forty-five degrees to the center ofthe har. Iconnect the.

sliding box with the switch through thelug m and with the safety-bar U through the lug m by the connection-pipes land 9, respectively.

The operation of this device is as follows: Assuming the apparatus to be in the position shown in Fig. 1-that is to say, the switch being nnlockedthe' signal indicates danger. To lock the switch, the safety-bar U is now moved so as to lock it with the bolt h, and this movement of the safety-bar turns the shaft Y (through the connection g) one-eighth of a revolution and brings the signal to the position indicating safety. To restore the switch to the position shown in Fig. 1, the safety-bar is moved so as to withdraw the lock-bolt h from the switch-bar, and this movement of the safety-bar is accompanied by abackward I oo IIO

shaft, and then the movement of the safetybar to lock the-switch operates, through the connection g, to turn the shaft Y again oneeighth of a revolution, and this makes it indicate not only that the switch is locked, butthat the track has been changed. By this combination the preliminary movement of unlocking the switch causes the signal to show two colors, thus giving warning that the switch is unlocked, and it is only when the switch is looked that the signal can be in position to indicate safety and show how the switch is set.

The arrangement shown in Fig. 1 is a good manner of connecting the signal; but the connection may be made directly to any locking device that moves in one direction to release the switch and in the opposite direction to lock it in several ways, which will be suggest ed by convenience under the special circumstances of the case.

The next featureof my improvements relates to the connections for controlling the movement of trains over a system of switches, my object being to render it impossible to operate the switches either by hand or otherwise in any case where the erroneous movement of them might involve danger, and I have shown my preferred device for this purpose in the accompanyingdrawings, of which Fig. 18 is a plan view, and Fig. 19 a side elevation, of the interlockingconnection with a signalor switch and its operation by a hand-lever, illustrating the improvement, though I do not limit myself to this specific device. This interlocking connection with the signal It works directly under the lever S, located at the switch T, as shown in Fig. l. A bracket, W, is attached to the tie at this point to support and guide the connection. Upon this part of the connection I secure a lug, Z, having a flat top and concave sides, this enlargement working longitudinally in the bracket W. The pivoted end of the lever S is provided with a flat under face, and has a segmental enlargement, s, on its upper side, these surfaces corresponding respectively with the flat top and concave sides of the lug Z.

It will readily be seen that so long as the flat top of the lug or any portion of itis immediately under the flat face of the lever the lever cannot be raised, and when the flat face of the lug is moved from under the lever and the lever is raised ,to throw the switch or signal the convex face of the lever will be locked in the concave face of the lug, and it will be itnpossible to move the connection. Thus the handlever in one position is controlled by the switch or signal, and in the other position controls the switch or signal, and it will be impossible for an operator to change the position of the one, except when the other has been properlyadjusted to admit ofsuch movement. The switch or signal operator can therefore at all times before moving his switch or signal be absolutely certain that the hand-levers are in position for any proper movement he desires to make, or else that his proposed movement. 7

of theswitch or signalcannot be made until 'hehas had the hand-lever properly adjusted.

It will readily be seen that the operation of this interlocking device can be obtained in various ways within the skill of a constructor without departing from the principle of my invention.

Having thus described the nature and chjects of my invention, what I claim herein as new, and desire to secure by Letters Patent,

is, as improvements in interlocking switch and signal apparatus 1. The sectional frame for carrying the bellcranks, such frame being constructed substantially as and. for the purposes described.

2. The improved coupling-jaw, having the 'threaded and counterbored shank, substantiall y as and for the purpose described.

3. The improved curved and cored bellcrank, having its axis located out of the line of strains, substantially as and for the purposes described.

4. The combination, with the switch-bar and the locking-bolt, of the lock-bolt housing, constructed substantially as and for the purposes described.

5. The supporting-brackets, in combination with the swinging arms and the safety-bar,

substantially as and for the purposes described. 6. Thesnpporting-bracket depressed below the rail and inclined away from the rail, substantially as and for the purposes described.

7. The combination, with the switch and the safety-bar, of a signal automatically operated by the movements of the switch and the bar, substantially as described. 8. The combination, with a switch or signal connection and a hand-lever pivoted on a fixed fulcrum, of an interlocking device, whereby the switch or signal operator can from a disver can prevent the switch or signal frotn being changed from a distance, substantially as described.

9.'The combination of the enlarged lug on the signal or switch connection with the segmental end of the hand-lever, substantially as and for the purpose described.

ALBERT G. CUMMINGS.

Witnesses:

JNO. M. MAJOR, J. H. Snow.

-tance control the hand-lever and prevent its being moved, or the operator at the hand-le- 

